BMW R1200RT 2014 – Road test

RT, two letters with a history that is almost 40 years old. It was the 70s when BMW invented the Reise-Tourer concept, though in its current configuration, based on the boxer engine and chassis with telelever at the front, the RT was born in the mid-90s, with the R1100RT. What is impressive, especially if we think about the competition of the time, is that much of what we find in the current bike was already on the first RT. ABS, 4 valves per cylinder, electric adjustment of the windscreen and much more. In 2002 the second version was presented, with a displacement increased to 1150 and more power. A couple of years later, double spark plugs were introduced, a year before the engine was completely renewed, which moved to its current displacement of 2005 liters in 1,2. With various updates we get up to last year, when at Eicma 2013 the renewed R1200RT is presented, completely new both in terms of aesthetics and in the engine, which also switches to air/water cooling, as for the GS 2013. We had the chance to try it, confirming that for the umpteenth time BMW has been able to make even a tourer of imposing dimensions enjoyable and fun, one of the most comfortable motorcycles with technological features that would rival a car.

Aesthetics and finishes:

rating:  

Top quality and elegant lines, but with a front that must please

Big, this is the word that comes to mind when you look at it head-on. By changing the point from which you observe it, moving to the sides, we certainly find it more balanced and fascinating, including integrated hard bags or fairing in the back of the boxer, designed to prevent the driver from getting his shoes and shins dirty when the roads are wet. The attention to detail appears on several occasions, as when observing the two bags, designed from an aerodynamic point of view to make the motorbike stable even at high speeds, or in the aesthetic cleaning of all elements, including engine covers or mechanical parts, always well cared for even in their look. Once the tour is over we return to focus on the front, which continues to not convince us 100%. It's difficult to make it streamlined, because it's practically impossible to reconcile with one aerodynamic protection from GT and with features that include the presence of an audio system and every comfort. In our opinion, however, if we want to find a flaw, the new RT perhaps faults in this, it has a front with a decidedly important light unit, combined with the two side panels which further widen the "nose" section and make it a motorcycle that does not everyone might like it. Subjective judgments aside the quality is really high, the dashboard is so complete and rich that it becomes decidedly complex to manage, although intuitive thanks to the use of the "wheel" on the left side of the handlebar. Some functions, for safety, can only be managed when the vehicle is stationary, including the exclusion of traction control, which BMW had accustomed us to always being able to manage very quickly.. A choice that says a lot about purely tourist vocation of the RT, what if while driving it also managed to amaze us with its unexpected sporting qualities, in fact, however, it is intended for a public that is looking for a mile-eating vehicle, capable of taking them comfortably on long journeys, pampered by a thousand comforts that he can offer. Let's talk about a audio system equipped with radio and interfaceable with other audio devices, a navigator integrated with the instruments, an anti-theft device and central locking of the bags, yet we are testing a motorbike, not a car... Here the comfort is at the top, just like on its sister K1600GT, which however has a decidedly larger size. For the first time we found ourselves in difficulty managing many technological gadgets, which require a bit of study, because otherwise it is easy to get lost in the configuration menu. It's incredible to find yourself in front of a mask from which to choose one of the 5 levels for the heated grips and another for as many options for the rider's seat. The R1200RT certainly is one of the most well-kept and complete tourers available at the moment. The only thing that disappointed us a little was the radio. Beyond the aesthetic aspect of theantenna, which could be integrated and hidden, instead of positioned externally in a not too aesthetic motion and exposed to the risk of theft, at motorway speed you can hear little and in any case in a distorted way, also due to the helmet which muffles the sound. Just to make a comparison with one of the references in the field of "motor radios", on Harley Davidsons equipped with the famous Bat-Wing, a sort of "bubble" is created, which isolates it from the wind and ensures that the audio is heard in much better way.

Engine and performance:

rating:  

Same engine, third soul. The electronic shifting is worth a try

With the test of the R12000RT we discovered the third version of the new 1.200 water-air. If already compared to GS “standard” which had led him to his debut, the GS Adventure he had amazed us with a decisive change in character, thanks above all to the heavier flywheel, with an even heavier flywheel mass (here we are at around 1.300 grams) and a dedicated control unit configuration, the RT surprised us again. The result is an engine that is even more rounded and progressive in delivery, with a longer ratio, even if only slightly, to complete the change in character. It never tears and is significantly less angry than the standard GS. Luckily we say, because a nervous RT would not be a real RT. They remain, although almost imperceptible, a little vibration on the motorway. It deserves an in-depth analysis electronic gearbox with which the RT under test was equipped, optional from just under 400 euros, which it wants to be an evolution in a more touristic way than what is seen on sportier motorbikes for years now. In this case you can forget about the clutch even when downshifting. We are not faced with sensational news because, although with different results, the same operations can be done on any motorcycle. Going up, especially when the revs are high, is enough close the throttle in the fraction of a second in which you change gear. This is an operation that even the most experienced do involuntarily, because it is natural not to use the clutch when driving aggressively. Even when you climb it is possible to do the same, in this case by giving a tap of the accelerator accompanying the engagement of the lower gear. However, this is something that is done more rarely, also because it is more complex to perform and potentially more harmful for the gearbox. With the aid of electronics, thanks to the presence of the ride-by-wire accelerator, both of these operations are managed automatically and always perfectly, allowing the rider to upshift with the throttle wide open, or to always downshift without operating the clutch lever. A sensor on the gearbox detects the gear shift, "cutting" the power supply for a fraction of a second in the first case, while when downshifting, as long as the accelerator is completely closed, the lower gear enters without clutch, with a perfect double clutch always carried out automatically. Let's say the electronic gearbox It is appreciated in those situations in which the engine is used more, the main advantages are two, one faster acceleration, because not even an expert driver can do better than the electronics which cut the throttle only for the time strictly necessary to complete the gear shift, and the convenience of doing without the clutch. The electronic gearbox However, it seemed unsuitable for a purely tourist guide. In the city, with low speeds and speeds, it is not recommended to use it. The 6-speed is also quite rough when engaging first and second gear it is always better to accompany with the clutch. When the regimes rise, perhaps on winding routes with continuous braking and re-acceleration, the electronic gearbox is instead appreciated, increasing driving pleasure. The inclusion of first gear when climbing is pleasant with a decisive "automatic" double, which is also possible when entering a slow hairpin, with the bike already in lean. L'The anti-slipper with which the clutch is equipped reduces microblocking of the rear wheel when downshifting. However, be careful not to overdo it because, especially if downshifts are carried out with the rear brake applied, the ABS intervenes promptly, but some bouncing is not uncommon, also due to the generous engine braking, the effect of which adds to the braking already in progress. course.

Ride and handling:

rating:  

A surprise among the curves, a full-fledged confirmation from the tour guide

It's difficult to convince your geek friends of how much fun a mammoth R1200RT, 274 kg in running order and almost one meter wide, can be around the bends of a winding state road or on the bends of an Alpine pass. BMW amazed and conquered large audiences with the GS, which is also not exactly tiny and not even a featherweight, but surprisingly agile at even modest speeds, as well as very stable at fast speeds. RT does the same, although personally I still prefer the GS in the curves, but the thing with her it is even more surprising because it is more unexpected. The 1200s with his people 125 CV and 125 Nm la it helps to always exit corners with an incredible shot, even if the exhaust muffles his voice, as is right for an elegant motorbike like it. The ESA electronic suspensions allow for an always optimal configuration, depending on driving style and load. Alone with empty suitcases, or with a full load, little changes, the motorbike is always stable and even in rapid changes of direction or on uneven surfaces it is surprising how the lines are always precise and how it knows how to hide the imperfections of the road. You always drive on velvet, even climbing at a fast pace, with minimal effort, despite those who would believe it to be clumsy and intended for an audience of "quiet people". The electrically adjustable windshield is certainly convenient, because you can't always leave it in the same position. On the motorway, the protection from air and water in case of rain is practically perfect with the windshield raised, however, it needs to be lowered when driving in traffic. This is because, at least for people around 1,8 meters tall, you end up having the top edge right in the middle of your field of vision. With the bike straight the brain gets used to it and eliminates the disturbance, but when changing direction it becomes a nuisance. We have mentioned it, but it must be underlined, even in case of rain with the RT the protection is at the top. You rarely get off a motorbike after a motorway journey in your clothes, under a downpour, with dry trousers and shoes. More easily, and it is one of the reasons that lead to preferring a scooter to a motorbike, even when it stops raining, only because of the wet asphalt you find yourself with wet shoes, often ruined by the water. This is also thanks to a study of the aerodynamics and flows around the driver, which isolate and protect him from air and water.

Price and consumption:

rating:  

Challenging price, but it's a bike that justifies it 100%

The BMW R1200RT has a list price of 18.200 euros, which you can easily extend beyond the 20 thousand threshold with the addition of some options and additional configuration packages. Many? Certainly not a few, but the level of the bike and its equipment are such as to justify the outlay. Personally I also believe that it is mandatory, for a correct evaluation of the price, to take into consideration the retention of value over time. Try looking for a used RT and you will understand how much more money spent on a bike like this is more justified, rather than some competitors who can be found at rock-bottom prices on the used market, even if recent and well-maintained. Consumption is rather low, and the 25 liter tank makes the autonomy suitable even for long journeys, avoiding too frequent stops. THE consumption recorded during the test was around 15km/l, but we can do better. On the highway, for example, we were able to observe a figure of 18-19 km on one litre, with cruise control set at 130 km/h.

PROS AND CONS
We like it:
Quality and comfort like few others, technological equipment of a premium car, great driving pleasure and an unexpected sporting nature
We do not like it:
Imposing front, radio usable only at limited speeds

BMW R1200RT 2014: the Motorionline Report Card

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Test clothing:
Jacket: Spidi Street Tex jacket
Gloves: Spidi Jab RR
Shoes: Xpd X-ZERO H2OUT
Helmet: Givi 20.6 Fiber-J2